Driver authentication system and method for monitoring and controlling vehicle usage

ABSTRACT

A driver authentication and safety system and method for monitoring and controlling vehicle usage by high-risk drivers. A centralized database comprising a software application can be accessed by an authorized user via a data communications network utilizing a remote computer in order to configure a desired operating profile that matches requirements of the high-risk driver. The operating profile can be loaded to a driver identification and data logging device in conjunction with the remote computer. A master control unit receives a unique identification code from the data logging device to authenticate the high-risk driver and to operate the vehicle within the desired operating profile. A slave control unit receives commands from the master control unit and generates a real time alarm signal if the driver violates the preprogrammed operating profile unique to the driver.

INVENTION PRIORITY

The present application is a continuation of nonprovisional applicationSer. No. 13/858,930, entitled “DRIVER AUTHENTICATION SYSTEM AND METHODFOR MONITORING AND CONTROLLING VEHICLE USAGE,” filed Apr. 8, 2013, whichis a continuation of nonprovisional patent application Ser. No.12/496,509, entitled “Driver Authentication System and Method ForMonitoring and Controlling Vehicle Usage,” filed Jul. 1, 2009, which isa continuation of provisional patent application No. 61/077,568,entitled “Systems and Methods for Monitoring and Controlling VehicleUsage by Young Drivers”, filed Jul. 2, 2008, which are all herebyincorporated by reference.

TECHNICAL FIELD

Embodiments are generally related to techniques for use in ensuringmotor vehicle operation safety. Embodiments are also related to systemsand methods for monitoring and controlling vehicle usage by high-riskdrivers.

BACKGROUND OF THE INVENTION

The widespread usage of motor vehicles for both personal and workrelated activities places millions of vehicles on roads each day withtheir operation being largely unmonitored. Unmonitored vehicle operationcan lead to issues including, for example, abusive use of the vehicleand lack of experience. With more young drivers getting licenses eachyear, there has been an unfortunate increase in accidents along with theensuing damage, debilitating injuries and sometimes death. Most of theseaccidents are attributable to speeding and generally poor drivinghabits.

FIG. 1 illustrates a graphical representation 100 that depicts theactual deaths in passenger vehicles by age provided by National HighwayTransportation Safety Administration (NHTSA). The curve 110 representsthe death rate associated with male drivers and the curve 120 representsthe death rate of female drivers. From the graph 100, it is clear thatthe distribution of age related deaths is bi-modal, and clearly depictsthe relationship between youth and auto fatality. Current data indicatesthat the offering of a driver education course result in a greatincrease in the number of young licensed drivers without any decrease inthe rate of fatal and serious crash involvement. Although such driver'seducation programs do teach safety skills, students are not motivated toutilize them and they actually foster overconfidence and do not fullyconsider safety issues.

The factors that have been researched and proven as the leadingcontributors to accidents, injuries and fatalities among teens includeslack of driving experience, inadequate driving skills, risk-takingbehavior, poor judgment and decision making, distraction and lack offocus. As a result of these factors, a higher proportion of teens areresponsible for fatal crashes because of driving errors as evidenced bya larger percentage of crashes of single vehicles, a larger percentageof crashes involving speed, a larger percentage of crashes involvingother passengers.

Based on the foregoing it is believed that a need exists for an improveddriver authentication system and method for monitoring and controllingvehicle usage by a high-risk driver. A need also exists for an improvedmethod for identifying and authenticating the driver and programming thevehicle operating parameters that trigger control and driver feedbackintervention, as described in greater detail herein.

BRIEF SUMMARY

The following summary is provided to facilitate an understanding of someof the innovative features unique to the present invention and is notintended to be a full description. A full appreciation of the variousaspects of the embodiments disclosed herein can be gained by taking theentire specification, claims, drawings, and abstract as a whole.

It is, therefore, one aspect of the present invention to provide for animproved driver authentication system and method.

It is another aspect of the present invention to provide for an improvedsystem and method for monitoring and controlling vehicle usage byhigh-risk drivers.

It is further aspect of the present invention to provide for an improvedmethod for identifying and authenticating the driver and programming thevehicle operating parameters that trigger control and driver feedbackintervention.

The aforementioned aspects and other objectives and advantages can nowbe achieved as described herein. A driver authentication system andmethod for monitoring and controlling vehicle usage by a high-riskdriver (e.g., teen driver, fleet or rental drivers, habitual recklessdrivers, etc.) is disclosed. A proprietary and centralized databasecomprising a software application can be accessed by an authorized uservia a network utilizing a remote computer in order to configure adesired operating profile that matches requirements of the high-riskdriver. The operating profile can be loaded to a driver identificationand data logging device in conjunction with the remote computer. Amaster control unit can receive a unique identification code from thedata logging device to authenticate the high-risk driver and to operatethe vehicle within the desired operating profile. A slave control unitreceives commands from the master control unit and generates a real timealarm signal if the driver violates the preprogrammed operating profileunique to the driver.

The alarm signal generated by the slave control unit can remain untilthe driver corrects the operating condition and brings the vehiclewithin the desired operating profile. Also, the system can provide analarm signal to the authorized user (e.g., parent) utilizing an autodial feature that communicates the authorized user via a telephone orinternet when the driver violates preprogrammed operating profile. Theoperating parameters can be for example, but not limited to, dataconcerning maximum allowable vehicle speed, vehicle location, vehiclehours of operating and seat belt usage. The slave control unit cangenerate the alarm signal via a voice synthesized means, sounding acabin buzzer, toggling the dome light and/or powering the radio off,etc. The driver identification and data logging device can allowidentification of various drivers associated with the vehicle, therebyallowing the vehicle to perform in one way for the intended high-riskdrivers, yet another way for the authorized user. The system can includea GPS (Global Positioning System) module to determine and measureparameters such as, time of day, speed and location data associated withthe vehicle.

The driver authentication system can include additional features such asdata logging, alarming, operation governance, ease of programmabilityand can utilize GPS technology to provide high-risk driver safety. Thesystem also provides user awareness that reduce the likelihood of ahigh-risk driver injury or fatality by helping the high-risk driverswith safe driving habits through immediate and real time feedback andgoverning. The programmable operating parameters associated with thereal time driver feedback can categorize the system as a unique driversafety device. Additionally, the system and method described herein canprovide multiple operating profiles for a single vehicle that allows theowners to operate the vehicle without any restrictions yet haverestrictions in affect when the vehicle is operated by the high riskdriver.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying figures, in which like reference numerals refer toidentical or functionally-similar elements throughout the separate viewsand which are incorporated in and form a part of the specification,further illustrate the present invention and, together with the detaileddescription of the invention, serve to explain the principles of thepresent invention.

FIG. 1 illustrates a graphical representation depicting actual deaths inpassenger vehicles by age;

FIG. 2 illustrates a schematic view of a computer system in which thepresent invention can be embodied;

FIG. 3 illustrates a schematic view of a software system including anoperating system, application software, and a user interface that can beused for carrying out the present invention;

FIG. 4 depicts a graphical representation of a network of dataprocessing systems in which aspects of the present invention can beimplemented;

FIG. 5 illustrates a block diagram of a driver authentication system, inaccordance with an embodiment;

FIG. 6 illustrates a schematic block diagram of the driverauthentication system for monitoring and controlling vehicle usage, inaccordance with an embodiment;

FIG. 7 illustrates a flow chart of operation illustrating logicaloperation steps of a method for monitoring and controlling vehicleusage, in accordance with embodiments; and

FIG. 8 illustrates a high level flow chart of operation illustratinglogical operation steps of a method for monitoring and controllingvehicle usage by a high-risk driver, in accordance with embodiments.

DETAILED DESCRIPTION

The particular values and configurations discussed in these non-limitingexamples can be varied and are cited merely to illustrate at least oneembodiment and are not intended to limit the scope thereof.

FIGS. 2-4 are provided as exemplary diagrams of data processingenvironments in which embodiments of the present invention may beimplemented. It should be appreciated that FIGS. 2-4 are only exemplaryand are not intended to assert or imply any limitation with regard tothe environments in which aspects or embodiments of the presentinvention may be implemented. Many modifications to the depictedenvironments may be made without departing from the spirit and scope ofthe present invention.

As depicted in FIG. 2, the present invention may be embodied in thecontext of a data-processing apparatus 200 comprising a centralprocessor 201, a main memory 202, an input/output controller 203, akeyboard 204, a pointing device 205 (e.g., mouse, track ball, pendevice, or the like), a display device 206, and a mass storage 207(e.g., hard disk). Additional input/output devices, such as wirelesscommunications 208, may be included in the data-processing apparatus 200as desired. The wireless communications 208 can include cellular, GPS,satellite, etc. As illustrated, the various components of thedata-processing apparatus 200 communicate through a system bus 210 orsimilar architecture.

FIG. 3 illustrates a computer software system 250 for directing theoperation of the data-processing apparatus 200 depicted in FIG. 1.Software system 250, which is stored in main system memory 202 and ondisk memory 207, can include a kernel or operating system 280 and ashell or interface 270. One or more application programs, such assoftware application 260, may be “loaded” (i.e., transferred from massstorage 207 into the main memory 202) for execution by thedata-processing apparatus 200. The data-processing apparatus 200receives user commands and data through user interface 270; these inputsmay then be acted upon by the data-processing apparatus 200 inaccordance with instructions from operating module 280 and/orapplication module 260.

The interface 270, which is preferably a graphical user interface (GUI),also serves to display results, whereupon the user may supply additionalinputs or terminate the session. In one possible embodiment, operatingsystem 280 and interface 270 can be implemented in the context ofmenu-driven systems. It can be appreciated, of course, that other typesof systems are possible. For example, rather than a traditionalmenu-driven system, other operation systems can also be employed withrespect to operating system 280 and interface 270. Software ApplicationModule 260 can be adapted for monitoring and controlling vehicle usagehigh-risk drivers utilizing an operating profile. Software applicationmodule 260 can be adapted for providing a real time alarm signal if thedriver violates the operating profile. Software application module 260,on the other hand, can include instructions, such as the variousoperations described herein with respect to the various components andmodules described herein, such as, for example, the method 600 depictedin FIG. 7.

The following discussion is intended to provide a brief, generaldescription of suitable computing environments in which the method andsystem may be implemented. Although not required, the method and systemwill be described in the general context of computer-executableinstructions, such as program modules, being executed by a singlecomputer. Generally, program modules include routines, programs,objects, components, data structures, etc., that perform particulartasks or implement particular abstract data types. Moreover, thoseskilled in the art will appreciate that the method and system may bepracticed with other computer system configurations, including hand-helddevices, multi-processor systems, microprocessor-based or programmableconsumer electronics, networked PCs, minicomputers, mainframe computers,and the like.

FIG. 4 depicts a graphical representation of a network of dataprocessing systems 300 in which aspects of the present invention may beimplemented. Network data processing system 300 is a network ofcomputers in which embodiments of the present invention may beimplemented. Network data processing system 300 contains network 360,which is the medium used to provide communications links between variousdevices and computers connected together within network data processingapparatus 200. Network 360 may include connections, such as wire,wireless communication links, or fiber optic cables.

In the depicted example, server 310 and server 320 connect to network360 along with storage unit 370. In addition, remote clients 330, 340,and 350 connect to network 360. These remote clients 330, 340, and 350may be, for example, vehicle-based or portable computers.Data-processing apparatus 200 depicted in FIG. 2 can be, for example, aclient such as client 330, 340, and/or 350. Alternatively,data-processing apparatus 200 can be implemented as a server, such asservers 320 and/or 310, depending upon design considerations.

In the depicted example, server 320 provides data, such as operatingcommands, operating system images, and applications to clients 330, 340,and 350. Remote clients 330, 340, and 350 are clients to server 320 inthis example. Network data processing system 300 may include additionalservers, clients, and other devices not shown. Specifically, clients mayconnect to any member of a network of servers which provide equivalentcontent.

In the depicted example, network data processing system 300 is theInternet with network 360 representing a worldwide collection ofnetworks and gateways that use the Transmission ControlProtocol/Internet Protocol (TCP/IP) suite of protocols to communicatewith one another. At the heart of the Internet is a backbone ofhigh-speed data communication lines between major nodes or hostcomputers, consisting of thousands of commercial, government,educational and other computer systems that route data and messages. Ofcourse, network data processing system 300 also may be implemented as anumber of different types of networks, such as for example, cellular,satellite, or other wireless communications means.

The following description is presented with respect to embodiments ofthe present invention, which can be embodied in the context of adata-processing system such as data-processing apparatus 200, computersoftware system 250 and network 360 depicted respectively in FIGS. 2-4.The present invention, however, is not limited to any particularapplication or any particular environment. Instead, those skilled in theart will find that the system and methods of the present invention maybe advantageously applied to a variety of system and applicationsoftware, including database management systems, word processors, andthe like. Moreover, the present invention may be embodied on a varietyof different platforms, including Macintosh, UNIX, LINUX, and the like.Therefore, the description of the exemplary embodiments, which follows,is for purposes of illustration and not considered a limitation.

FIG. 5 illustrates a block diagram of a driver authentication system450, in accordance with an embodiment. Note that in FIGS. 1-8, identicalor similar blocks are generally indicated by identical referencenumerals. The driver authentication system 450 can be utilized formonitoring and controlling vehicle usage by high-risk drivers such asdriver 410. The high-risk drivers can be, for example, teen drivers,fleet and rental drivers, and habitual wreck less drivers, etc. Theauthentication system 450 can provide effective training and safetymeans for the high-risk driver 410 by setting safe operating parameters.The system 450 monitors a vehicle 420 and provide a real time drivercorrective feedback to an authorized vehicle owner 470 of the vehicle420.

The system 450 generally includes a master control unit 430 and a slavecontrol unit 440 that can be accessed and programmed via the softwareapplication module 260 stored in the proprietary and centralizeddatabase 370. Note that as utilized herein, the term “module” may referto a physical hardware component and/or to a software module. In thecomputer programming arts, such a software “module” may be implementedas a collection of routines and data structures that performs particulartasks or implements a particular abstract data type. Modules of thistype are generally composed of two parts. First, a software module maylist the constants, data types, variable, routines, and so forth thatcan be accessed by other modules or routines. Second, a software modulemay be configured as an implementation, which can be private (i.e.,accessible only to the module), and which contains the source code thatactually implements the routines or subroutines upon which the module isbased.

Therefore, when referring to a “module” herein, the inventors aregenerally referring to such software modules or implementations thereof.The methodology described herein can be implemented as a series of suchmodules or as a single software module. Such modules can be utilizedseparately or together to form a program product that can be implementedthrough signal-bearing media, including transmission media andrecordable media. The present invention is capable of being distributedas a program product in a variety of forms, which apply equallyregardless of the particular type of signal-bearing media utilized tocarry out the distribution.

Examples of signal-bearing media can include, for example,recordable-type media, such as floppy disks, hard disk drives, CD ROMs,CD-Rs, etc., and transmission media, such as signals transmitted overdigital and/or analog communication links. Examples of transmissionmedia can also include devices such as modems, which permit informationto be transmitted over standard cellular communications and/or the moreadvanced wireless data communications.

The proprietary and centralized database 370 including the softwareapplication 260 can be accessed via a remote computer 465 and thenetwork 360. Note that the remote computer 465 can be a data processingapparatus 200 depicted in FIG. 2. The authorized vehicle owner 470 canaccess the software application 260 over a data network 360, via theremote computer 465 in order to program a desired operating profile 435representing various operating parameters associated with the vehicle420. Note that the operating parameters can be for example, but notlimited to, data concerning maximum allowable vehicle speed, vehiclelocations, vehicle hours of operation and seat belt usage associatedwith the vehicle 420. The system 450 can also track various otherfeatures such as for example, data concerning hard braking and fastcornering, etc. Note that these features are not viewed as a key riskfactor and therefore can be offered as additional features to the basicoperating parameters of the driver authentication system 450.

The authorized vehicle owner 470 can be for example, but not limited toa parent of a teen, a fleet manager or operator and a judicialauthority, etc. The operating profile 435 programmed by the owner 470can include a set of driving rules and conditions that best fit therequirements of the intended high-risk driver 410 within the vehicle420. Further, the operating profile 435 can be loaded to a driveridentification and data logging device 425. The driver identificationand data logging device 425 can be a USB compatible device such as forexample, iButton, radio frequency identification device (RFID), etc.,that can be utilized in conjunction with the remote computer 465 inorder to load the operating profile 235 into the master control unit430. The driver identification and data logging device 225 can allowidentification of various drivers 410 associated with the vehicle 420,thereby allowing the vehicle 420 to perform one way for the intendedhigh-risk driver 410, yet another way for the authorized vehicle owner470.

The data logging device 425 can be connected to the remote computer 465and the operating profile 435 can be stored. Once the requiredinformation is copied into the data logging device 425, the device 425can be disconnected from the remote computer 465 and can be placed on adriver key ring (not shown). The master control unit 430 canauthenticate the driver 410 utilizing a unique identification code 415provided by the driver identification and data logging device 425.Further, the master control unit 430 can enable vehicle operation withinthe programmed operating profile 435. If the driver 410 violates thepreprogrammed operating profile 435 the master control unit 430 cancommunicate with the slave control unit 440 and generate a real timedriver alarm signal 445. The alarm signal 445 can result in an actualaudible alarm, or it can be used to control/govern operational aspectsof the vehicle. For example, the real time driver alarm signal 445 canbe used to communicate conditions to the driver, limit/disable radiofunctionality, govern mechanical operations (e.g., lower/limit speed),remotely contact vehicle owners/fleet managers, and other electrical ormechanical functions, while maintaining driver and occupant safety.

The driver alarm signal 445 generated by the slave control unit 440 canremain until the driver 410 corrects the operating conditions and bringsthe vehicle 420 within the programmed operating profile 435. The slavecontrol unit 440 can generate the driver alarm signal 445 via a voicesynthesized means, sounding a cabin buzzer, toggling the dome lightand/or cutting the radio off, etc. Also, the system 450 can provide anowner alarm signal 460 that remotely alerts the authorized vehicle owner470 regarding violation of the programmed operating profile 435. Theowner alarm signal 460 can be an auto dial feature that communicates theauthorized owner 470 via a cellular or data network.

FIG. 6 illustrates a schematic block diagram of the driverauthentication system 450, in accordance with an embodiment. The mastercontrol unit 430 can authenticate the driver 410 utilizing the uniqueidentification code 415 provided by the data logging device 425. Thedata logging device 425 associated with the master control unit 430 canbe collectively called as ‘brain’ of the driver authentication system450. The master control unit 430 can be installed in the vehicle 420 ina suitable place where the master control unit 430 can be directlyexposed to the driver from a dash board of the vehicle 420.

The master control unit 430 can be configured to include driveridentification and validation module 502, a GPS antenna processingmodule 504, a master micro controller and processor 506, a memory module508 and a function indicator module 510. The driver identification andvalidation module 502 can be utilized to authenticate the driver 410utilizing the unique identification code 415 and enable the vehicleoperation. The master control unit 430 can interpret driverauthorization, and ascertain the vehicle speed. The master control unit430 also interprets the location and time of day parameters versusmaximum desired threshold limits.

The GPS antenna processing module 504 can be utilized to determine andmeasure time of day, speed and location data of the vehicle 420. The GPSantenna processing module 504 provides location information associatedwith the vehicle 420 to the authorized vehicle owner 470 hence thesystem 450 is compatible for any vehicle for monitoring and controllingthe high-risk driver 410. The master microcontroller/processor 506 canprocess and control the operations associated with the master controlunit 430. The memory module 508 associated with the master control unit430 can be utilized to store the driver authentication 415 and operatingprofile 435 associated with the driver 410. The memory module 508 canfurther provide information for proper operation of the vehicle 420. Thefunction indicator module 510 can monitor various functions inassociation with the vehicle 420 such for example, power, faultdetection and monitoring, and other functions.

The master control unit 430 can communicate and send commands to theslave control unit 440 associated with the driver authentication system450. The slave control unit 440 can include a power generator 530, aslave micro controller and processor 528, a starter relay 526, adefinable relay 524, and an alarm synthesizer 522. The slave controlunit 440 can be mounted under the dash board of the vehicle 420. Theslave control unit 440 can receive wireless commands from master controlunit 430 and generates the alarm signal 445 and 460. The slave controlunit 440 can include pins such as a dirty 12 VDC pin 532, a dirty groundpin 534, a starter in pin 536, a starter out pin 538, seat belt sensorpin 540, a breathalyzer pin 542, a definable input pin on dash slavecontrol unit 440.

The power regulator 530 can be utilized to regulate a power source andoperate the system 450 via the dirty 12 VDC pin 532 and the dirty groundpin 534. The starter relay 526 can be an electromechanical device thatis operated by an electrical current that is provided by the starter inpin 536. The starter relay 526 can be enabled by a starter enable signal518 from the master control unit 430 when the driver 410 isauthenticated. The starter relay 426 can generate an output via astarter out pin 538 that can be a mechanical function utilized tooperate the vehicle 420. The seat belt sensor pin 540 can be externallyconnected to a seat belt sensor associated with the vehicle 420 where itobtains the information regarding usage of seat belt by the driver 410.

The breathalyzer 542 in pin 524 can provide status regarding alcoholconsumption of the driver 410 while driving the vehicle 420. The slavemicrocontroller/processor 528 can process and control the operations ofthe slave control unit 440. The alarm/speaker/voice synthesizer 522 canreceive the alarm enable signal 516 from the master control unit 430 andgenerate the owner programmed driver alarm signal 445 in the vehicle 420when the driver 410 violates the programmed parameters. Further, themaster control unit 430 and the slave control unit 440 can becommunicated via various communication signal lines such as a cleanpower signal 520, an alarm enable signal 516, internal definable inputsignal 514 and an internal definable output signal 512.

FIG. 7 illustrates a flow chart of operation illustrating logicaloperation steps of a method 600 for monitoring and controlling vehicleusage, in accordance with an embodiment. The software application module260 with operating parameters associated with the vehicle 420 can beconfigured and stored in the proprietary and centralized database 370,as depicted at block 610. The driver specific operating profile 435 forthe high-risk driver 410 can be programmed by accessing the softwareapplication 260 via the remote computer 465, as indicated at block 620.Note that the software application 260 can include programming softwarethat can be utilized to program the features of the driverauthentication system 450. The software application module 260 monitorsvarious parameters such as the ‘trigger’ levels for speed, and time ofoperation, etc. The software application module 260 can be accessible bythe authorized owners 470 and can also be utilized to download theactual data logged during the operation of the vehicle 420. Further, thesoftware application 260 can also be intuitive for the customer throughthe process of selecting parameters, trigger thresholds, etc.

The operating profile 435 for the driver 410 can be loaded to the driveridentification and data logging device 425, as illustrated at block 630.The master control unit 430 can authenticate and validate the driver 410utilizing the unique identification code 415 provided by the driveridentification and data logging device 425, as indicated at block 640.The operating profile 435 for the driver 410 can be transferred to themaster control unit 430, as shown at block 650. The master control unit430 monitors and logs vehicle performance via the GPS module 504associated with master control unit 430, as depicted at block 660. Theslave control unit 440 generates the driver alarm signal 445, if thedriver 410 violates the programmed operating profile 435, as illustratedat block 670.

FIG. 8 illustrates a high level flow chart of operation illustrating amethod 700 for monitoring and controlling vehicle usage by the high-riskdriver 410, in accordance with an embodiment. Again as reminder, inFIGS. 1-8, identical or similar blocks are generally indicated byidentical reference numerals. The operating profile 435 for thehigh-risk driver 410 can be programmed by accessing the softwareapplication 260 via the remote computer 465, as depicted at block 710.The programmed operating profile 435 for the high-risk driver 410 can betransferred into the driver identification and data logging device 425,as illustrated at block 720.

The driver 410 can be authenticated utilizing the unique identificationcode 415 provided by the driver identification and data logging device425 and the programmed operating profile 435 for the driver 410 can becopied into the driver authentication system 450, as depicted at block730. A determination can be made whether the driver 410 violates theoperating profile 435, as illustrated at block 740. If the driverviolates the operating profile 435, as shown at block 750, the driveralarm 445 signal can be generated by the driver authentication system450, as depicted at block 755. Otherwise, the process can be continuedto block 740.

The driver authentication system includes features such as data logging,alarming, operation governance, ease of programmability and utilizes GPStechnology to provide high-risk driver safety. The system provides userawareness that reduce the likelihood of a high-risk driver injury orfatality by helping the high-risk drivers with safe driving habitsthrough immediate and real time feedback and governing. The programmableoperating parameters associated with the real time driver feedback cancategorize the system as unique driver safety device. Additionally, thesystem and method described herein can provide multiple operatingprofiles for a single vehicle that allows the owners to operate thevehicle without any restrictions yet have restrictions in affect whenthe vehicle is operated by the high risk driver.

It will be appreciated that variations of the above-disclosed and otherfeatures and functions, or alternatives thereof, may be desirablycombined into many other different systems or applications. Also thatvarious presently unforeseen or unanticipated alternatives,modifications, variations or improvements therein may be subsequentlymade by those skilled in the art which are also intended to beencompassed by the following claims.

What is claimed is:
 1. A system, comprising: a driver authenticationsystem for authenticating at least one driver via a driveridentification interface, wherein the driver authentication systemreceives a unique identification code to permit the at least one driverto operate the vehicle within an operating profile associated with theat least one driver; and at least one computer associated with thedriver authentication system, said driver authentication system incommunication with said computer and configured to monitor operation ofthe vehicle and generate a signal if the at least one driver violatesthe operating profile thereby providing feedback to the driverauthentication system about usage of the vehicle, and wherein the driverauthentication system cooperates with the at least one computer tocontrol operation of the vehicle.
 2. The system of claim 1, furthercomprising a database comprising a program module including at least oneoperating parameter associated with a vehicle, the program moduleremotely accessible by an authorized user to program an operatingprofile with respect to at least one driver, the program module accessedby the authorized user via a network utilizing a remote computer.
 3. Thesystem of claim 2, wherein the driver identification interface inconjunction with a remote computer loads the operating profile in thedriver authentication system for the at least one driver.
 4. The systemof claim 1, further comprising: a GPS module; a memory module; and afunction indicator module.
 5. The system of claim 4, wherein theoperating profile is loaded into the memory module for enablingcontrolled operation of the vehicle when the at least one driver isauthenticated.
 6. The system of claim 4, wherein the GPS module provideslocation information to the driver authentication system indicating aphysical location of the vehicle.
 7. The system of claim 1, wherein thedriver authentication system further comprises a power regulator module;a starter relay module; a definable relay module; a slavemicrocontroller; and an alarm synthesizer.
 8. The system of claim 2,wherein the at least one operating parameter comprises at least one of:a maximum allowable vehicle speed; an allowable vehicle location;allowable hours of operation; and seatbelt usage.
 9. The system of claim1, wherein the driver authentication system generates an alarm signalfor alerting said authorized user when the at least one driver violatesthe operating profile.
 10. The system of claim 1, wherein the driveridentification interface comprises at least one of: a portable handhelddevice; a radio frequency identification device; and a USB compatibledevice.
 11. A system, comprising: a driver authentication system in amotor vehicle for authenticating at least one driver via driveridentification and associating an operating profile with the at leastone driver; a GPS module providing at least location and speedinformation in association with movement of the motor vehicle; and adata logging device recording vehicle operation data associated with useof the motor vehicle by the at least one driver including location andspeed information from the GPS module; wherein said driverauthentication system is coupled to at least one computer associatedwith the motor vehicle, and is configured to monitor operation of themotor vehicle and generate a signal to the driver authentication systemif the at least one driver violates the operating profile, and whereinthe driver authentication system cooperates with the at least onecomputer to control operation of the vehicle; wherein the driverauthentication system permits the at least one driver to operate thevehicle within an operating profile if the driver authentication systemreceives at least one of a unique identification code to permit the atleast one driver to operate the vehicle within an operating profile andthe at least one driver has not violated the operating profile.
 12. Thesystem of claim 11, wherein the driver authentication system furthercomprises a power regulator module; a starter relay module; a definablerelay module; a slave microcontroller; and an alarm synthesizer.
 13. Thesystem of claim 11, wherein the operating profile comprises at least oneoperating parameter including at least one of: a maximum allowablevehicle speed; an allowable vehicle location; allowable hours ofoperation; and seatbelt usage.
 14. The system of claim 11, wherein thedriver authentication system generates an alarm signal for remotelyalerting the authorized user when the at least one driver violates saidoperating profile.